Carburetor arrangement



p 1 J. EI E RUGERIS 3,339,900

CARBURETOR ARRANGEMENT Filed July 13, 1964 5 Sheets-Sheet 1 FIG. I

INVENTOR. JOHN DeRUG IS Sept. 5,

J. DE RUGERIS CARBURETOR ARRANGEMENT Filed July '13, 1964 I E 86 28\Z82766 74 3 Sheets-Sheet 2 nnnnnnpprmn Sept. 5, 1967 J. DE RUGERIS. 3,339,900

CARBURETOR ARRANGEMENT Filed July 13, 1964 I 3 Sheets-Sheet a United States Patent 3,339,900 CARBURETOR ARRANGEMENT John De Rugeris, 527 Kenneth Ave.,

Campbell, Calif. 95008 Filed July 13, 1964, Ser. No. 382,069 Claims. ((31. 26150) The present invention relates to the internal combustion engines for automotive vehicles. More particularly the present invention relates to the devices employed in connection with internal combustion engines to establish an explosive mixture of fuel and combustion air for delivery to the pistons of the engines. Such devices are known as carburetors.

Carburetors comprise usually a tubular housing through which air is conducted from the outside by the suction strokes of the operating engine pistons and into which fuel is drawn by the passing air from a fuel supply line which is supplied by a pump that is operated by the engine. For best performance the proportion of fuel and air in the mixture established in the carburetor is critical. An engine will not operate properly and will even suspend operation if there is too much fuel or too much air in the mixture.

Carburetors are usually provided with means for regulating the flow of air therethrough, which has generally the forms of a butterfly valve; and the speed of operation of the engine is determined by adjustment of said air flow control means which may be actuated by a depressable accelerator pedal. Generally speaking, the operation of the engine is accelerated when the air flow control means is opened to admit larger amounts of air which draw in and mix with, larger amounts of fuel. The result is an in-.

creased rate of delivery of the explosive mixture to the engine pistons. In practise the occurrences involved in the mixing, and rate of supply, of the exlosive mixture to the cylinders of the engine are complicated by the varying loads to which the engine may be subjected during practical use, such as different gradients of a road upon which an automotive vehicle travels. Thus, when the engine encounters an increased load, further depression of the accelerator pedal may initially not have the desired result of enlarging the supply of a properly proportioned explosive mixture to the cylinders of the engine; for when the engine pistons encounter an increased load, they slow down initially and in so doing decrease the flow of air through the carburetor even though the air flow control means be wide open; and since the same amounts of fuel may be delivered into the carburetor at this time the explosive mixture established in the carburetor becomes too rich for proper performance and the engine may even be flooded. As a result the engine begins to stutter and stall and may even suspend operation.

It is an object of my invention to provide a carburetor arrangement wherein the fuel supply is automatically adjusted to the actual air intake irrespective of the position of the air flow control means.

Another object of the invention is to provide a carburetor arrangement that prevents irregularities in the operation of the engine due to an oversupply of fuel or air.

Still another object of the invention is to provide a carburetor arrangement that assures a most thorough mixing of fuel and air.

These and other objects of the present invention will be apparent from the following description of accompanying drawings which illustrate a preferred embodiment thereof and wherein FIGURE 1 is a vertical section through a carburetor constructed in accordance with the invention;

FIGURE 2 is a vertical section through the carburetor 3,339,900 Patented Sept. 5, 1967 similar to FIGURE 1 illustrating a different operational position;

FIGURE 3 is an enlarged detail view of certain components of the carburetor shown in FIGURES 1 and 2;

FIGURE 4 is a plan View, partly in section, of the fuel distributing nozzle of the carburetor shown in FIG- URES 1 to 3; and

FIGURE 5 is a bottom plan view of the fuel distributing nozzle.

In accordance with the invention I control the flow of fuel into the carburetor by two series-connected valves, a primary one which is operated in synchronismwith the valve means that is manipulated to open the carburetor to the passage of air from the outside to the engine cylinders, and a secondary one that is initially held yieldably in a closed, or nearly closed, position and which opens automatically in response to the flow of air drawn through the carburetor to degrees dependent upon the quantity of air delivered to the engine cylinders. In this manner the amount of fuel drawn into the carburetor is at all times properly proportioned to the available air supply, irre spective of the extent to which the air control valve of the carburetor is opened by the operator of the engine. Hence the explosive mixture formed in the carburetor will never be too rich nor is there a danger that the en gine may be flooded.

In addition, for proper distribution of the dispensed fuel in the available combustion air, I provide a diskshaped fuel dispensing nozzle which contains air guiding passages and which rotates as it delivers the fuel into the air passing through and around the nozzle through the carburetor; and directly below said nozzle I expand the wall of the carburetor radiall to establish a low pressure zone in the very region into which the whirling jets of intermingled fuel and of air are directed. This brief expansion of the air and fuel, and the succeeding recompression are instrumental in establishing a most intimate mixture. In the preferred embodiment of the invention illustrated in the accompanying drawings and to be described in detail hereinafter, the disk-shaped nozzle is arranged to actuate the automatic fuel metering valve and T ply of air during certain phases in the operation of the engine.

Having now reference to FIGURES 1 and 2, the carburetor of the invention comprises an open-ended tubular housing 10 formed by two trunco-conical shells 12 and 14- that are suitably joined along their diverged ends so that the central portion 16 of the enclosure forms a region 16 which is radially expanded relative to its top and bottom portions. Through its open upper neck 18, the enclosure 10 communicates with the outer atmosphere. Its open bottom neck 20 leads to the fuel supply manifold of the engine so that the explosive fuel/air mixture formed in the carburetor may be drawn into the cylinders of the engine by the suction strokes of the engine pistons. Supported at the top end of enclosure 10 in a position coaxially therewith is the automatic fuel metering valve 22 which is arranged to deliver fuel into the fuel distributing nozzle 24 that is rotatably supported below said valve in the upper neck 18 of enclosure 10. Fuel from the fuel supply line 26 is delivered into the automatic metering valve 22 through the manually adjustable fuel supply valve 28 whose position is regulated in synchronism with a butterfly valve 30 that is arranged in the bottom neck 20 of enclosure 10 and which may be actuated by the operator of the engine to open or close the tubular housing 10 in any conventional manner, such as by means of an accelerator pedal.

The automatic fuel metering valve comprises an outer enclosure in the form of a shell 32 which has a closed upper and an open bottom end. Said open bottom end rests upon and is secured to a bar 36 which extends diagonally across the open upper neck 18 of the housing and is bolted to the upper edge of said neck at diagonally opposite points thereof. The bar 36 is arranged to close the open bottom of the shell 32 except for a centrally located aperture provided in said bar, and slidably received within said aperture in coaxial alignment with the shell 32 is an elongated tube 38. The upper end of said tube is provided with an outwardly directed annular flange 40 and coiled around the tube is a spring 42 which is compressed between the flange 40 and a gasket 41 that rests upon the inwardly projecting edge portion of the bar 36 around its central aperture. The spring 42, therefore, urges the tube 38 in an upward direction within the shell 32. Detachably held within the tube 38 at an intermediate level axially thereof is an apertured plug 46. The aperture in said plug is engaged by the elongated needle point 50 of a valve rod 52 that extends coaxially within the tube and passes slidably through a seal 54 which closes the upper end of said tube. A spring 56 coiled about the rod 52 and compressed between the plug 46 and an annular flange 58 provided around the rod 52 at intermediate level axially thereof, urges the rod in upward direction until its projecting end bears against the inner surface of the closed top of shell 10. Ordinarily, when the spring 42 holds the tube 38 yieldably in its uppermost position, the tapering point 50 of control rod 52 is received within the aperture of plug 46 to such an extent that the aperture is substantially closed.

The fuel and air distributing nozzle 24 is rotatably supported from the downwardly protruding bottom end of tube 38. Said nozzle has the form of a disk and is located in the upper neck of enclosure presenting its large top surface 62 to the currents of air that are drawn through the enclosure by the suction strokes of the pistons whenever the butterfly valve 30 is open while the pistons are in operation. Whenever these air currents impinge upon said surface, they depress the nozzle 24 and the tube 38 against the urgency of spring 42 but the valve control rod 52 remains in its uppermost position owing to the spring 56. Thus, the plug 46 is lowered away from the needle point 50 of valve rod 52 and the aperture in said plug is opened to varying degrees depending upon the amount of air drawn against the top surface of the diskshaped nozzle by the suction strokes of the engine pistons.

The shell 10 has a lateral opening 64 through which fuel from the fuel supply line 26 may be delivered by the aforementioned manually controlled fuel supply valve 28 into the interior of said shell; and when the interior of the shell is sufficiently filled with fuel, the fuel flows into the interior of the tube 38 above plug 46 through radially extending openings 68 in the wall of the tube. The primary fuel supply valve 28 is disposed radially of the shell 10 and comprises a tubular body 72 provided with a fuel discharge nozzle 74 that engages the fuel admittance aperture 64 in shell 10. The fuel supply line 26 discharges into the interior of the valve body 72 through an aperture in the side wall thereof; and disposed within said body in coaxial alignment therewith is a control rod 78 that has a needle point 80 which protrudes into the orifice of nozzle 74. The opposite end of the valve rod 78 passes slidably through a suitable seal 86 provided at the opposite end of the valve body 72. Its outwardly protruding end is pivot-ally connected by a link 88 to one arm of a bell crank 90 that is rotatably supported from the upper neck 18 of The air flow control valve 30 at the bottom of enclosure 10 may be formed by a circular disk 94 that is firmly secured to a spindle 96 which extends diagonally across the bottom neck 20 of the enclosure and is rotatably supported in the side wall thereof. Firmly secured to one of the projecting ends of said rod is a lever arm 98 and a train of links and levers symbolized by the fragmentary showing of a link 100 in FIGURES 1 and 2, connects the free end of lever 98 operatively to an accelerator pedal of conventional design, such that the lid is turned from a substantially horizontal position wherein it closes the neck 20 of enclosure 10 (FIGURE 1) to inclined positions wherein the neck 20 is opened to varying degrees depending upon the degree of depression of the accelerator pedal (FIG- URE 2). The protruding opposite end of the spindle 96 of butterfly valve 30 carries firmly attached thereto a disk 102, and pivotally secured to said disk at a point thereof removed from its center, is the lower end of a rod 104. The upper end of said rod is adjustably received within, and secured to, a plug 106 which is pivoted to the second arm of the hereinbefore mentioned bell crank 90. Thus, whenever the disk 94 of butterfly valve 30 is turned to open the neck 20 of enclosure 10 to selected degrees and hence permit air to be drawn from the outside through the carburetor into the cylinders of an operating engine, the simultaneous actuation of rod 104 withdraws the needle point 80 of the valve rod 78 in valve 28 from the orifice of the nozzle 74 (FIGURE 2). By proper choice of the dimensions of the eccentric 102 and by proper adjustment of the position of the rod 104 relative to plug 106 the extent to which the valve 28 is opened by actuation of the accelerator pedal may be related in a predetermined manner to the extent to which the butterfly valve 30 is opened so that predetermined amounts of fuel may be supplied to and become available in the automatic fuel metering valve 22 for delivery to the fuel distributing nozzle 24.

The downwardly projecting end of the tube 38 extends into a cylindrical passage formed in the hub region of the nozzle disk 24, and carries directly above said passage the inner race 108 of a ball bearing 110. The outer race of said ball bearing is held in a circular recess that is formed by a collar 114 which is provided on the upper surface of the nozzle disk. The interior of tube 38 communicates with a fuel distributing chamber 115 that is formed in the nozzle disk below the bottom edge of tube 38 by the lower end of the above mentioned cylindrical passage. At the bottom said chamber is closed by a detachable plug 116. Arranged concentrically around the hub of the nozzle disk is a wreath of air conducting passages 122 (FIGURE 4) that extend from angularly equi-spaced air-intake openings 124 in the top surface 62 of the nozzle disk in a direction tangentially of an (imaginary) circle that is concentric with and of smaller diameter than the disk, outwardly toward angularly equi-spaced outlet openings 126 located in the cylindrical edge area 128 of the disk. These passages may be arranged to taper slightly in the direction from the intake openings toward the outlet openings so that the latter are actually smaller than the former. From the above mentioned fuel distributing chamber 115 in the hub region of the nozzle disk thin fuel supply channels 129 radiate in the manner of the spokes of a wheel toward the outlet openings 126 of the air conducting passages 122 (FIGURE 5) and terminate in minute orifices 130 that are located within said passages adjacent the bottom sectors of their air outlet openings 126 (FIGURES 1, 2 and 3).

The upper neck 18 of housing 10 forms an internal downwardly converging, trunco-conical funnelling surface 132 that guides the air drawn into the housing 10 by the suction strokes of the engine pistons against the upper surface 62 of the nozzle disk. When there is no air flow through the carburetor housing 10 and the tube 38 is therefore in its elevated position under the urgency of spring 42, the nozzle disk is located directly within the smallest circle of the funnelling surface 132. The maximum external diameter of the nozzle disk may be so chosen that it closes the neck 18 of the carburetor housing in its uppermost position, but is preferably arranged to leave a narrow annular space 134 between its peripheral edge area 128 and the narrowest area of neck 18. As the nozzle disk is depressed by the air drawn in by the pistons of an operating engine, this annular space is widened, due to the downwardly diverging conformation of the wall of the upper carbuertor section 12, to an extent dependent upon the degree to which the nozzle disk is depressed. Thus, the space provided for the passage of air into the carburetor housing adjusts itself automatically to the air requirements of the engine with which the carburetor of my invention is associated.

Operation When upon actuation of the ignition system the operator depresses the accelerator pedal of an engine provided with the carburetor of my invention, to open its butterfly valve 30, the hereinbefore mentioned power train between the actuating spindle 96 of the butterfly valve and the control rod 78 of the primary fuel supply valve 28 operate to withdraw the needle point 80 from the orifice in the nozzle 74 of said valve to an extent corresponding to the extent to which the butterfly valve 30 is opened. Hence fuel may flow in controlled quantities from the fuel supply line 26 under pressure determined by a pressure control valve 134 in the fuel supply line, into the interior of the shell 32 of the automatic metering valve 22, and from there through the apertures 68 in the wall of tube 38 into the space within said tube above the plug 46. Initially, before the opening of the butterflyvalve 30 permits air to be drawn through the carburetor housing 10, the spring 42 holds the tube 38 of the automatic fuel metering valve 22 in its uppermost position within the shell 32 so that the apertured plug 46 within the tube 38 is fully engaged over the pointed end 50 of the valve control rod 52 (FIGURE 1). As a result, no fuel can penetrate to the fuel distributing chamber of the nozzle. As soon as the opening of the butterfly valve 30 permits the engine pistons to draw air through the carburetor housing 10, however, the in-rushing air impinges upon the top surface 62 of the nozzle and depresses said nozzle and the tube 38 from which the disk is supported. As a result thereof the apertured plug 46 is Withdrawn from the needle point 50 of control rod 52, and controlled quantities of fuel may penetrate from the interior of tube 38 above the plug 46 into the space below the plug and reach the distributing chamber 115 of the nozzle.

In the distributing chamber 115 the fuel breaks into a multitude of fine streams that pass through the radially directed channels 129 and issue through the orifices 130 into the air conducting passages 122 adjacent to the outlet openings 126 of said passages. The air which is sucked through the carburetor by the operating engine pistons and which is guided by the funnelling surface 132 to strike against the top surface 62 of the nozzle disk, enters the passages 122 and said passages conduct it in many separate currents to the openings 126 in the peripheral edge area 128 of the nozzle disk. As said currents issue from the passages 122, they entrain the thin streams of fuel emerging from the orifices 130 and form many downwardly slanted tangentially directed jets of air and fuel.- These jets impart an oppositely directed rotational moment to the nozzle disk and said nozzle, therefore, begins to turn and soon spins rapidly upon the ball bearing 110 so that spiralling streamers of intermingled fuel and air are thrown into the low pressure area that is established below the nozzle disk by the radially expanded center area 16 of housing 10. As a result an expanding spiralling cycle of intermingled atomized fuel and air is formed in said area and is impinged upon peripherally by the additional currents of air that pass through the controlled space '125 between the cylindrical edge area 128 of v the nozzle disk and the diverging top section 12 of the carburetor housing, and as the mixture is swept doWnwardly into the converging lower section 14 of the housing and passes through the narrow neck 20 at the bottom end thereof into the manifold, the resultant recompression of the swirling mist of intermingled fuel and air produces a most intimate blend of the named components.

Let it now be assumed that a travelling automobile encounters a steep uphill gradient and the operator depresses the accelerator pedal to increase the power output of the engine. As a result thereof the butterfly valve 30 is opened further and the same is true for the primary fuel supply valve 28. Under ordinary conditions this introduces the danger that the engine may stall or may at least stutter; for as the automobile encounters the gradient, an additional load is placed upon the pistons of its engine and the movement of the pistons slows down so that less air is actually drawn through the carburetor even though the butterfly valve is wide open. The fuel supply valve 28, however, is also wide open and larger amounts of fuel might therefore be introduced into a lesser supply of air and create an overly rich combustion mixture that impairs the operation of the engine. In accordance with my invention, however, any reduction in the flow of air through the carburetor permits the spring 42 to raise the tube 38 and bring the apertured plug 46 in its interior into deeper engagement over the tapering needle point 50 of valve control rod 52. Thus, though .both the butterfly valve 30 and the primary fuel supply valve 28 may be wide open due to increased depression of the accelerator pedal by the operator, the automatic fuel metering valve will actually restrict the supply of fuel. Hence, there is no danger that the combustion mixture formed in the carburetor becomes too rich or that the engine might be flooded. However, as the automobile resumes speed during its uphill travel and the speed of operation of the pistons increases, the increased intake of air acts upon the nozzle disk 24 to lower the tube 38 of the metering valve so that increased quantities of fuel are delivered into the carburetor for mixture with the increased supply of air. The accompanying movements of the nozzle disk in a direction axially of the carburetor housing operate to vary the size of the annular air-intake space between the edge area of the nozzle disk and the inner surface of the upper housing section, and place a momentary restriction upon the intake of air as the engine resumes speed. Thus, the danger that too lean a combustion mixture may be formed during this phase in the performance of the engine, is avoided. By proper choice of the opening in the plug 46 with regard to the amounts of air drawn through the carburetor housing by a particular engine and by properly dimensioning the strength of the valve control spring 42 which opposes the downward movement of the nozzle disk, the carburetor arrangement of my invention may be constructed to provide at all times an optimum combustion mixture and thus etsablish a smooth and uniform performance of the engine without danger of stuttering, stalling or flooding, whether the engine is abruptly accelerated, encounters abruptly an increased load or is improperly started. The proper proportioning of the explosi've fuel/air mixtures under all conditions of operation as achieved by the automatic fuel metering and air fiow control arrangement of my invention and the most intimate mixing of its components as effected by the rotating nozzle in a region of reduced pressure, cooperate to provide not only superior performance of the engine, but also an efficiency in the combustion process that is reflected in an extraordinary economy in fuel consumption, a minimum of carbon deposits in thegngine and a minimum of smog formation. Furthermore, the arrangement of my invention provides automatic adaptation of the supply of fuel to the available air supply for all conditions of operation, without impairment in the efliciency of atomization of the fuel and of the fuel/ air mixing process as the fuel supply is varied. Moreover, the automatic fuel metering operations and the automatic control of the air intake passage around the nozzle disk as achieved by the axial movements of. said disk, make it possible to use the same carburetor for engines of different cylinder capacities, i.e. engines having different numbers of cylinders and/or cylinders of different sizes.

While I have described my invention with the aid of an exemplary embodiment thereof, it will be understood that the invention is not limited to the specific constructional details shown and described by way of example which may be departed from without departing from the scope and spirit of the invention.

I claim:

1. For carburetors, a fuel metering and mixing arrangement comprising valve means including a part movable between a first position wherein said part blocks the flow of fuel from said valve means and second positions opening said valve means to varying degrees, and a fuel distributing nozzle rotatably supported from said part in communication with said valve means with a surface of said nozzle exposed to the impact of air drawn through the carburetor, said nozzle containing fuel distributing channels terminating with orifices in a peripheral area of said nozzle, and air conducting passages commencing with air intake openings located in said surface of said nozzle and extending obliquely to outlet openings located in said peripheral area thereof adjacent said orifices for currents of air issuing from said passages to entrain the fuel emerging from said orifices and to impart rotation to said nozzle.

2. For carburetors, a fuel metering and mixing arrangement comprising valve means including a part movable between a first position wherein said part blocks the flow of fuel from said valve means and second positions opening said valve means to increasing degrees, means yieldably holding said part in said first position thereof, and a disk-shaped fuel distributing nozzle rotatably supported from said part with a surface of said nozzle exposed to the impact of air drawn through the carburetor to move said part from said first position to a second position thereof in response to and to an extent dependent upon the flow of air through the carburetor, said nozzle containing a plurality of fuel distributing channels in communication with the interior of said valve means and terminating with orifices located in a peripheral area of said nozzle, and a plurality of air conducting passages commencing with air intake openings located in an area of said surface of said nozzle inwardly removed from said peripheral area thereof and extending obliquely to outlet openings located in said peripheral area adjacent said orifices for currents of air passing through and issuing from said passages to entrain the fuel emerging from said orifices and to impart rotation to said nozzle.

3. A carburetor arrangement comprising a tubular housing, a fuel supply valve having an enclosure, a fuel dispensing tube slidably received within said enclosure coaxially therewith for movement from an elevated to a depressed position, means effective when said tube is in said elevated position to block discharge of fuel through said tube, means yieldably holding said tube in said elevated position, and a fuel distributing nozzle rotatably supported from said tube and having an upper surface exposed to the impact of the air drawn'through said housing, said nozzle containing fuel distributing channels in communication with the interior of said tube and terminating with discharge orifices located in a peripheral area of said nozzle and air conducting passages extending oblique- 1y from air intake openings in said upper surface to air outlet openings located in said peripheral area adjacent said fuel discharge orifices for currents of air issuing from said passages to entrain the fuel emerging from said orifices upon depression of said nozzle and to impart rotation to said nozzle.

4. A carburetor arrangement comprising an outer tubular housing having a diverging wall portion, means manually operable to control the flow of air through said housing, a first adjustable valve means for controlling the supply of fuel into said housing, means connecting said air flow control means and said first valve means for operation in a predetermined relation, a second adjustable fuel supply valve means for said housing arranged to receive fuel through said first valve means, said second valve means having an external enclosure arranged coaxially with said housing, a fuel dispensing tube slidably received within said enclosure coaxially therewith and protruding downwardly-therefrom, means effective when said tube is in an elevated position to block discharge of fuel through said tube, means yieldably holding said tube in said elevated position, and a disk-shaped fuel distributing and mixing nozzle rotatably supported from the projecting end of said tube and having a centrally located fuel distributing chamber in communication with the interior of said tube, said nozzle having an upper surface of a diameter exposing said surface to the impact of air drawn through said housing upon manipulation of said air flow control means and containing fuel distributing channels radiating from said chamber to outlet orifices located in a peripheral area of said nozzle, and air conducting passages extending obliquely from air intake openings in an area of said upper surface inwardly removed from said peripheral area to air outlet openings located in said peripheral area adjacent said orifices for the currents of air passing through said passages and issuing from said outlet openings to entrain the fuel emerging from said orifices upon depression of said nozzle by the impact of air against said upper surface thereof and to impart rotation to said nozzle.

5. A carburetor arrangement comprising an outer tubular housing having a diverging wall portion; means manually operable to control the flow of air through said housing; an adjustable fuel supply valve means for said housing having an external enclosure arranged coaxially with said housing, a fuel dispensing tube slidably received within said enclosure coaxially therewith and protruding downwardly therefrom, means effective when said tube is in an elevated position to block discharge of fuel through said tube, and means yieldably holding said tube in said elevated position; and a disk-shaped fuel distributing and mixing nozzle rotatably supported from the projecting end of said tube and having a centrally located fuel distributing chamber in communication with the interior of said tube, said nozzle having an upper surface of a diameter exposing said surface to the impact of air drawn through said housing upon manipulation of said air flow control means and containing fuel distributing channels radiating from said chamber to outlet orifices located in a pcripheral area of said nozzle, and air conducting passages extending obliquely from air intake openings in an area of said upper surface inwardly removed from said peripheral area to air outlet openings located in said peripheral area adjacent said orifices, for the currents of air passing through said passages and issuing from said outlet openings to entrain the fuel emerging from said orifices upon depression of said nozzle by the impact of air against said upper surface thereof and to impart rotation to said nozzle.

References Cited UNITED STATES PATENTS 1,369,419 2/1921 Gibford 26167 1,376,343 4/1921 Lamb 26150 X 1,439,573 12/1922 Orem 26184 X 1,484,57'7 2/1924 Skaer 261-79 2,014,986 9/1935 Rustin 26167 X 2,942,790 6/ 1960 Starkey et a1 239405 3,265,374 8/1966 Morton 26l50 HARRY B. THORNTON, Primary Examiner.

T. R. MILES, Assistant Examiner. 

3. A CARBURETOR ARRANGEMENT COMPRISING A TUBULAR HOUSING, A FUEL SUPPLY VALVE HAVING AN ENCLOSURE, A FUEL DISPENSING TUBE SLIDABLY RECEIVED WITHIN SAID ENCLOSURE COAXIALLY THEREWITH FOR MOVEMENT FROM AN ELEVATED TO A DEPRESSED POSITION, MEANS EFFECTIVE WHEN SAID TUBE IS IN SAID ELEVATED POSITION TO BLOCK DISCHARGE OF FUEL THROUGH SAID TUBE, MEANS YIELDABLY HOLDING SAID TUBE IN SAID ELEVATED POSITION, AND A FUEL DISTRIBUTING NOZZLE ROTATABLY SUPPORTED FROM SAID TUBER AND HAVING AN UPPER SURFACE EXPOSED TO THE IMPACT OF THE AIR DRAWN THROUGH SAID HOUSING, SAID NOZZLE CONTAINING FUEL DISTRIBUTING CHANNELS IN COMMUNICATION WITH THE INTERIOR OF SAID TUBE AND TERMINATING WITH DISCHARGE ORIFICES LOCATED IN A PERIPHERAL AERA OF SAID NOZZLE AND AIR CONDUCTING PASSAGES EXTENDING OBLIQUELY FROM AIR INTAKE OPENINGS IN SAID UPPER SURFACE TO AIR OUTLET OPENINGS LOCATED IN SAID PERIPHERAL AREA ADJACENT SAID FUEL DISCHARGE ORIFICES FOR CURRENTS OF AIR ISSUING FROM SAID PASSAGES TO ENTRAIN THE FUEL EMERGING FROM SAID ORIFICES UPON DEPRESSION OF SAID NOZZLE AND TO IMPART ROTATION TO SAID NOZZLE. 